4 EFB Class II advantages and disadvantages
4.1 The process of airworthiness approval for EFB Class II
Mounting device attaches the EFB hardware to the aircraft. According to JAA Leaflet No. 362 the mounting device and the EFB should not restrict the crew when operating any system during normal, abnormal and emergency procedures. The EFB device should be easily locked in the mounting device and it should be possible to position the EFB according to individual preferences of any pilot. The mounting device should be designed that it keep its performance over time and will not become loose later. Crashworthiness should be considered in the way that the mounting device and the EFB would be appropriately resistant. The mount also needs to provide possibility to be locked out of way of pilot’s operations when not in use. If the EFB is mounted on the side panel and the aircraft is controlled by side stick or if the EFB is mounted on the yoke the mounting device must allow full movement of the controls under all conditions.
If the mounting device is located on the yoke the operator needs obtain Original Equipment Manufacturer (OEM) data to show that the increased inertia of the yoke has no effect on the aircraft handling qualities. The cables connecting the EFB to the aircraft systems can run either inside of the mounting device or outside. If they run outside they should not hang loosely in a dangerous way. The crew must be able to secure the cables (e.g. with the tether strips). The cables length must also be taken into consideration to ensure that the cables are not either too long or too short where both of those cases could cause hazard (1).
1 According to ABS Jets, up to 115 000 CZK per year
2 Chapter 6: Airworthiness Approval
13 4.1.2 Placement of the mounting device
When the EFB is intended to be used it should be located within 90 degrees from the pilot’s line of sight except for situations where the EFB isn’t intended to be monitored during the flight (e.g. doesn’t contain charts and is used only for performance calculations during the pre-flight phase). On the other hand even the 90 degrees angle can be unacceptable for those EFBs which have displays with worse monitoring angles. Also the possible confusion resulting from misinterpreting information given by the EFB which needs to be relative to the aircraft heading (e.g. traffic display) (1).
4.1.3 EMI demonstrations, lithium batteries, power source and data connectivity
The data connectivity of the EFB needs to be evaluated to ensure that there is no interference between the EFB and the aircraft systems.
ËFB Class II devices are intended to be used during critical phases of flight (take-off and landing), which means that the EMI testing has to be done (either at laboratory, on the ground, or during test flights). EFBs have to comply with document ED-14()/DO-160() Section 21, Emission of Radio Frequency Energy (1).
Lithium batteries inside the EFBs are potentially dangerous and need to be certified to certification standard UL 1642 for possible leakages and the on-board storage for spare batteries and continuous charging should be evaluated (1).
The power source design must allow the power source to be disconnected either by un-plugging the EFB, or by on/off switch. The switch must not be substituted by a circuit breaker.
Installation of a secondary power source for powering the EFB may be required (1).
4.1.4 Operational approval process
Document EASA AMC 20-25 is taken into account in the process of certification. This document includes information from previously used JAA Leaflet No. 36 and EASA NPA 2012-02.
The AMC 20-25 further specifies related documents and guidance materials (for example Certification Specifications, Commission Regulations, AMCs, and FAA regulations for non-European operations with EFBs.
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Following Table 1 is an overview of evaluations required for various EFB parts (2).
Table 1: the EFB certification requirements (AMC 20-25)
EFB constituent
Evaluation represents hardware operational assessment. This process includes (2):
EMI demonstrations: operator’s responsibility to perform or obtain from aircraft type certificate. Recommended methods are further described in the AMC 20-25.
Batteries: operator’s responsibility to determine usability of the batteries. Relevant sources of performance standards are listed in the AMC 20-25.
Power source: requirement on EFB design to ensure independence of power sources
Environmental testing: operator’s responsibility to ensure that either the HW platform was tested, or that the EFB failure after rapid depressurization is acceptable
Display characteristics: requirement on EFB design to ensure that the EFB is not an obstruction in external view, the display location is appropriate, glare and reflection do not interfere with normal operations, that the EFB is legible, the backlight is
dimmable.
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Stowage characteristics: requirement on EFB design to ensure that the EFB is stowed securely to avoid jamming flight controls, damaging flight deck or injuring crew members in case of sudden movement of the aircraft (turbulence or
manoeuvring).
Operator Evaluation represents requirements on software applications – they don’t require operational approval, but the human factors shall be assessed according to AMC 20-25. Some (in the AMC 20-25 listed) applications require documented evaluation that shall be performed.
The non-EFB software applications should be assessed by the EFB administrator to avoid any impact on the EFB (2).
Operations manual amendment – as described under Chapter 5 Legal Requirements and standard operating procedures (2).
EASA Airworthiness approval covers (2):
Mounting device (as described in chapter 4.1.1 above)
Placement of the display and its characteristics
Power source
EFB data connectivity (if any wired or wireless)
Connecting cables
4.1.5 Changes to EFB
The modifications may be required during the EFB life. They can be divided into two groups – those that need to be reported to the authority, and those that have to be approved by the authority.
Following changes can be done by the operator without authority (CAA) action. They, however, need to be tested prior to use (2):
Changes to Type B applications that do not change the algorithms
Installation or modifying any Type A applications
Updating database to Type B applications.
Operating system updates
Updates or fixes to existing applications
16 4.1.6 The EFB administrator
EFB administrator is a person responsible for the EFB system by the individual operator. As described in the AMC 20-25, the EFB administrator responsibilities are (2):
Managing all applications and providing user support
Ensuring security of EFB
Checking authorisation of user installed software, HW and SW configuration
Checking version validity and database versions
Ensuring integrity of data packages
4.1.7 Crew training
The crew must be trained to use EFB. Following list mentions the minimum requirements for crew training (2) (cited from AMC 20-25):
An overview of the system architecture;
Pre-flight checks of the system;
Limitations of the system;
Specific training on the use of each application and the conditions under which the EFB may and may not be used;
Restrictions on the use of the system, including where some or the entire system is not available;
Procedures for normal operations, including cross-checking of data entry and computed information;
Procedures to handle abnormal situations, such as a late runway change or diversion to an alternate aerodrome;
Procedures to handle emergency situations;
Phases of the flight when the EFB system may and may not be used;
CRM and human factor considerations on the use of the EFB; and
Additional training for new applications or changes to the hardware configuration.
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